Cycle Transmission Exhibiting Low Steering Interference Effects

ABSTRACT

A novel transmission for cycles that significantly reduces torque interference with steering operations is provided. Such a transmission allows for improved recumbent cycling capabilities. The inventive device thus includes a combination of a fixed transmission assembly that reduces torque levels and a movable transmission assembly that multiplies torque levels, allowing for the avoidance of high torque effects through the vehicle&#39;s steering axis. As such, the capability of the overall cycle device to steer properly and to a rather wide angle from center while implementing such a torque transfer protocol allows for a unique recumbent cycle configuration. Such a device, then, may be utilized for a human-powered cycle vehicle or one that further includes an electrical component to allow for automated drive capabilities through a rear wheel or wheels, as well. The method of implementation of such a transmission within a variety of cycle devices is also encompassed within this invention.

FIELD OF THE INVENTION

The present invention pertains to a novel transmission for cycles thatsignificantly reduces torque interference with steering operations. Aswell, such a transmission allows for improved recumbent cyclingcapabilities. The inventive device thus includes a combination of afixed transmission assembly that reduces torque levels and a movabletransmission assembly that multiplies torque levels, allowing for theavoidance of high torque effects through the vehicle's steering axis. Assuch, the capability of the overall cycle device to steer properly andto a rather wide angle from center while implementing such a torquetransfer protocol allows for a unique recumbent cycle configuration.Such a device, then, may be utilized for a human-powered cycle vehicleor one that further includes an electrical component to allow forautomated drive capabilities through a rear wheel or wheels, as well.The method of implementation of such a transmission within a variety ofcycle devices is also encompassed within this invention.

BACKGROUND OF THE INVENTION

Traditional manual bicycle operations involve the utilization of a chainto allow for transfer of power from a pedal gear to a wheel gear toprovide the necessary rotational energy for vehicle propulsion. Suchstandard devices generally require the user to “stand” on the vehicle toprovide suitable torque to the pedals for sufficient force for motion tooccur. The chain component drives a rear wheel in such an operationwhile the front wheel is present for balance and steering purposes witha handlebar configuration for control. Unicycles and tricycles typicallyutilize pedal cranks on opposing sides of a wheel (front for a typicaltricycle) where the user's feet generate power directly through a axisrepresenting the center of the wheel itself. Such activities aregenerally difficult to undertake as the capabilities of the user togenerate sufficient force for certain speeds and/or to maneuver thevehicle up an incline are substantial. Additionally, such a pedal crankconfiguration requires the pedaling and steering capabilities to residein the same plane, making the overall activity taxing on the user. Ifpedaling occurs during turning, the user's legs must adjust to differingangles and lengths until the direction is straightened. With thenecessity to provide varying forces to either pedal while in the middleof a turn, as well, steering may be compromised to a certain extent aswell, requiring the user to compensate for such potential difficulties.

As it is, some developments have been provided to permit reduced forcefor increased bicycle velocities (or improved incline climbingcapability), such as the utilization of multiple gears for shiftingbetween “low” and “high” torque generation levels. These improvements,however, still rely upon the involvement of a chain assembly and, moreso, require the cyclist to remain in an upright position therebygenerating force through a combination of muscle and gravity. Tricycleand unicycle devices have not been improved to any such extent, exceptfor the involvement of chain assemblies in certain circumstances which,again, revert back to the traditional types of cycles.

Recumbent bicycles have been available within the industry for quitesome time, providing a unique alternative to the upright cyclingposition with resultant potential exercise workout improvements for suchusers. These devices, however, still primarily involve the utilizationof chains to transmit suitable drive power from front-positioned pedalsto a rear wheel. In any event, there still remains a rather limitedextent of cycle device configurations with the vast majority stillreliant on old chain-based technology.

There have also been front-wheel powered chain assemblies undertakenwithin the cycling industry, as well. These unique constructions,however, require problematic configurations whereby, for example, thechain is either twisted across a plane of steering rotation, or auniversal joint is used to bridge both moving (rotating about steeringaxis) and non-moving drive shaft axes. In either case, the resultantsteering motion is compromised significantly, and particularly incomparison with traditional, rear-wheel drive bicycles. Such issues maydeleteriously impact the stability of such a device as well as severelyrestrict its maneuverability, too. As such, these configurations arefunctionally deficient due to misapplication of the power transmissiontechnologies employed. In particular, such power drive chains exhibitsmall allowable range of angular deflection within useful torquetransmission limits due to the odd configurations of chain movementinvolved.

There have been some other developments that have taken intoconsideration the capabilities of epicyclic gear configurations forpower transmission within a cycling operation. To that end, such devicestend to utilize a gear train to transmit power across a plane ofsteering rotation by use of a sun gear coaxial to a steering axis. Inprinciple, this arrangement may allow relatively unrestricted steering,with a further benefit of a high efficiency spur gear transmission. Thisconfiguration may overcome, to a limited extent, certain problems ofinterference with manual steering induced by drive torque reactionswithin an epicyclic transmission arrangement through the inclusion ofdual, counter-rotating sun gears. In this manner, parallel and oppositetransmission paths to a front wheel hub axis are permitted which, intheory, imparts a remedial reaction force imparted to a steering fork toevenly divide into opposing and canceling components. However, inpractice such an overall design would actually work to favor powertransmission through one path over another; such force divisions thenwould appear to result in dominance of one over the other instead of anevenly shared undertaking by both available structures. The resultantcanceling effect would thus be compromised or even lost entirely in thatscenario. There is no remedy for such problems through, for instance, asignificant torque-reduction between epicyclic gears and a pedal crank,let alone through any other accompanying compensation of torquemultiplication between epicyclic gears and a driven wheel. In otherwords, the high torque required of such a past epicyclic gearconfiguration still results in a significantly high required torque foroperation, leaving such power generation on the user to provide.Likewise, a failure of theoretical torque-reaction canceling may resultin significant, unbalanced force acting on a steering fork. Normalfluctuations in input torque and/or rolling resistance of a driven wheelwill cause like fluctuations in such a force, tending to change asteering direction unless sufficiently countered by a control reactionof an operator. It is likely that such forces can be sufficient undercertain circumstances to cause loss of control by an operator.

Thus, what remains is a distinct need to provide a cycle device(bicycle, tricycle, for instance) that allows for a user to utilize lowpower generation for proper motion to occur for cycle movement to climbinclines or achieve higher speeds while the torque necessary for such aresult does not impede the steering capability thereof, simultaneously.To date, as noted above, this result has yet to be provided within thepertinent prior art.

ADVANTAGES AND SUMMARY OF THE INVENTION

One distinct advantage of this invention is the capability of allowingfor unimpeded steering through independent pedal cranking in front of asteering column. Another advantage of this invention is the ability togenerate sufficient torque for cycle motion and propulsion throughdirect rotational energy of a single front wheel. Yet another advantageof this invention is the potential to provide a modular cycle devicethat includes a front wheel/pedal crank assembly that may be separatedand attached to a body portion on demand. Still another advantage ofthis invention is the potential to utilize such a cycle device inconjunction with a rear wheel assembly of any type, including one thatincludes a rear trunk to permit safe and secure transport of articles.Even still another advantage of the inventive device is the capabilityof combining the front-wheel pedal crank component to an electricalrear-wheel device for a hybrid vehicle that may involve independentfront- and rear-wheel energy utilization for movement or a combinationof both simultaneously. Yet another advantage, then, of this inventivedevice is the capability for a user to select the employment of lowimpact pedal cranking to properly transport the device on a suitablesurface if the electrical component has depleted its energy supply.Still another advantage is that isolated front and rear drive meanspermits independent optimization of both separately for greaterfunctional efficiency of the overall vehicle.

Accordingly, this invention encompasses a vehicle transmission thatcomprises a fixed transmission assembly component that exhibits torquereduction and a subsequent movable transmission assembly component thatexhibits torque multiplication. The same transmission that therebyallows for reduction of torque interference with vehicle steering isalso encompassed herein. Also encompassed herein is a recumbent cycledevice including an the transmission described above, wherein said cycleis capable of locomotion solely through a front wheel drive operation.The invention further encompasses a recumbent cycle device that includesa front wheel and at least one rear wheel, wherein said device operatesmanually through a pedal crank assembly directly powering motion of saidfront wheel alone, and wherein the operation of said pedal crankassembly does not generate any appreciable torque interference with thesteering of said vehicle. Further encompassed within this invention is arecumbent cycle device that includes a rear component having twoopposing wheels and space behind the recumbent seat for a trunkcomponent to be placed for transport of articles therein during movementof said cycle. Such a cycle device including electrical power generationfor movement of at least one of said two rear wheels in addition to themanual operation of said front wheel is also within the scope of thisinvention.

The inventive cycle device thus includes a unique manually operatedtransmission that is effectuated through a pedal crank that is alignedthrough a gear assembly to reduce the torque generated thereby by asufficient amount to reduce interference with the steering capabilityduring actual operation. Such a transmission allows for torque reductionuntil the kinetic energy generated through the gear device istransferred to an epicyclic gear assembly that subsequently provides anincrease in torque for delivery to the wheel. In this manner, althoughthe torque generated by the user may be relatively high, the steeringeffect of such a level will not deleteriously impact the steeringcapacity of the cycle device as a result. Generally, it has long beenunderstood that the greater torque generated by a vehicle, whethermanually or mechanically supplied, will potentially cause a steeringeffect as the force vector created by such torque application creates acondition wherein the magnitude thereof is prone to remain constant. Anyexcessive torque application may cause difficulty to the person steeringas the vehicle will naturally seek to remain in a direction that isassociated with the force vector in effect at that moment. Thus, thepower needed to overcome such a situation can be quite substantial (dueto the equal power generation being the product of the applied torqueand resultant speed of the vehicle). Other devices (such a automobiles,for instance) can compensate for such phenomena through properengineering developments. With pedal crank cycles, however, these issueshave not been considered to such a degree, if at all. Thus, theinventive transmission allows for a recumbent cycle device that allows auser to properly steer with minimal, if any, interference from thetorque generated thereby.

The inventive transmission thus utilizes suitable gear technology toaccord the necessary level of low torque steering effect. A chainassembly, although generally efficient to permit high torque generationas needed, does not allow for any significant torque reductions as isneeded for this purpose. The inventive device, thus, involves theutilization of suitable gears that allow for torque dissipation throughproper sequential size decreases, transfer to a lower epicyclic gearassembly without losing power but with a drastic torque reduction, andthen multiplication of torque through an increase in sequential gearsizes until transfer of torque and power to the wheel. The ratio oftorque decrease is preferably at least 1/10, and may be as high as oreven higher than 1/24, preferably, in order to meet the necessaryrequirements for minimal steering interference.

Such a ratio thus pertains to the ability to reduce the torque levelfrom the pedal crank assembly to an initial adjustable gear assembly atleast 10 times, preferably up to 24 (or higher), and then to return thetorque level to at least substantially near the initially supplied levelfor delivery of suitable torque to the front wheel of the cycle device.To accomplish this, suitable gears are supplied that transfer energywhile lowering torque levels to a gear assembly that includes multipledrive shafts with different spur gears in place with smaller diametersthat the initial pedal crank gear, thus permitting a reduction in torquefrom the initial application. This system further provides thecapability of transferring power via a plurality of spur gears to alower height and over the effected wheel (not to mention directly belowthe steering shaft or column). With the resultant torque reduction inthis higher gear assembly (at a height very near that for the pedalcrank gear and assembly itself), the transfer of power to the lowerepicyclic gear assembly thus allows for a gradual increase in sequentialgear sizes to ramp up the torque at that point to ultimately transfersubstantially the same torque as generated at the pedal crank gear tothe gear interfaced with the cycle device front wheel. Additionally, thehigher transmission component (i.e., substantially level with the pedalcrank assembly) may be configured to allow for at least two differentspeeds through selective movement of at least one spur gear on one ofthe multiple drive shafts employed therein. With proper movement of sucha spur gear, the potential to engage a high or low speed is provided toallow the user greater ease for manual operation in certain situations.Overall, this surprisingly effective manually operated transmissionsystem thus allows for greater control by the user during use in termsof steering, even when high torque generation occurs. The actualtransmission configuration is discussed in greater depth below.

With this beneficial configuration in place, a cycle device that permitsa recumbent operation and manually activated front wheel drive ispermitted. As a result, the remainder of the cycle vehicle may beconfigured itself to any suitable structure for the most efficientoverall utilization of such available space. For instance, in onepotentially preferred embodiment, a three-wheel vehicle may be providedthat includes significant area behind the user's seat for storagetransport or even possible passenger placement. Likewise, a battery,fuel cell, or other type of electricity generator may be included insuch a space that allows for rear wheel automation as a supplement tothe manual operation accorded through the recumbent pedal crankassembly. In this manner, a single wheel may be configured for such anelectrical generation capability, or both, if desired. Additionally,with this type of vehicle, there may be possible the concurrentutilization of both a manual activity and automated rear wheel motionfor any desired reason (climbing inclines, transporting heavier cargo,etc., for instance). With the manual operation capability, as well,should the electrical generator component become depleted duringoperation, the user would not be forced to await aid to maneuver thevehicle since the recumbent pedal crank assembly would still beeffective.

Such a device may thus be suitable for individuals that seek theutilization of a motorized device but also need a manual vehicle forexercise purposes. With recumbent technology, stresses normallyassociated with traditional bicycles are reduced and the activity isconsidered highly effective as a result. Additionally, the capability toprovide a suitable higher speed vehicle (up to, for example, 25 milesper hour) in relation to the electrical generation components alone orin combination with the manual operation would thus be attractive forcertain close-to-home errands for certain individuals. In particular,the storage potential and capacity over such rear wheels would accord auser a manner of transporting goods or wares easily for certaindistances without the need for an automobile and in a manner that is farbetter than for motorized carts (as one example). Such carts travelrather slowly, have no appreciable storage capacity, and do not includeany means for exercise capacity. The inventive cycle device may thusallow for a significant improvement in this area with a stable steeringdevice that will exceed minimal cart-related speeds, and can permitstorage and/or passenger transport as well.

If desired, too, the recumbent cycle device may be configured to includea single rear wheel for a typical bicycle appearance (at least for arecumbent design). In such a manner, the front wheel operation wouldallow for maneuverability with limited steering interference due to thepedal crank torque generated by the user, as noted above. The entirefront wheel/transmission/pedal crank assembly may actually be providedin a module format that facilitates removal and placement on a differentrecumbent structure on demand, as well. Thus, interchangeability of theinventive transmission assembly in such a manner accords greaterversatility to a user to enjoy the benefits of high torque/low steeringinterference properties in a recumbent cycle device situation.Additionally, the front wheel/transmission/pedal crank assembly (i.e.,the front wheel assembly) may also be disposed in a manner that allowsfor a hinged connection to the frame. In this manner, the front wheelassembly may be maneuvered in a way to allow for a more compactstructure to facilitate transport, storage, and the like.

The transmission itself is preferably constructed from sufficientlystrong metal components to best ensure proper operations over anappreciable time period. The upkeep for gear components is relativelylow in comparison with chain devices, for example, as well, and thepresence of a protective cover over the transmission can effectivelydeflect potentially damaging external elements. The wheels may be of anytype, whether inflatable or solid in structure, as well. The front wheelwill include a bevel gear incorporated therein around the central axisto accord the proper rotational movement during operation and throughthe interface with a properly disposed bevel gear from the epicyclicgear assembly beneath the steering shaft. The user will have available aproperly reclined seat that allows for adjustment in order to permitpedal crank assembly reach while in a recumbent position. Such a seatmay be of any type, including, for example, padding for comfort, andpotentially aligned for proper spinal, gluteal, etc., shape for comfortpurposes as well. The seat is preferably placed on a frame that mayconnect, releasably, to the front wheel steering/transmission/pedalcrank component in a secure fashion. The frame may then extend behindthe seat to accord a proper area for a single or two-wheelconfiguration, as discussed above. As well, the frame may then beconfigured to accept a storage structure or like component (a childseat, for instance), as well. The steering component will thus include asuitable fork handlebar structure (or other recumbent-acceptablesteering device) that extends above the level of the pedal crankassembly and transmission, too. The steering device will thus include acolumn (or shaft) that is directly connected with a suitable turningassembly that includes arms that extend downward on either side of thefront wheel and connect to an attachment device on either side of theaxis thereof, to allow for free motion of the wheel thereof duringoperation. If the electrical generation motion capability is activated(and thus the user chooses not undertake manual operation at a certaintime), the front wheel will not exhibit motion and/or rotation due tothe presence of a suitable clutch assembly.

This overall configuration thus also allows for maximum individualefficiencies for front and real wheel drives. Since the front wheelassembly is totally independent from that behind the operator's seat,design and engineering details may be centered on these separate drivesections to optimize both in isolated fashion, thus according an overallcycle vehicle (whether completely manually operated or in a hybridfashion) that lacks inherent compromises in design limitations due toany need for front and rear wheel interactions or considerations.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a side view of a potentially preferred embodiment of aninventive manually operated transmission when incorporated within acycle device.

FIG. 2 shows the opposing side view of the same transmission as in FIG.1.

FIG. 3 depicts perspective view of one potential embodiment of theinvention showing a three-wheel cycle with a manual front wheelcomponent and electrically powered rear wheels.

FIG. 4 shows the same perspective view as in FIG. 3 with the cover ofthe transmission removed.

FIG. 5 is a rear side perspective view of a potentially preferredembodiment of an inventive cycle device with a trunk assembly includedin closed position.

FIG. 6 is a rear side perspective view of the device of FIG. 5 with thetrunk in open position.

FIG. 7 provides a front side perspective view of a potentially preferredembodiment of an inventive cycle with the front wheel assembly separatedfrom the seat and rear wheels assembly.

FIG. 8 is a side view of the device of FIG. 7.

DETAILED DESCRIPTION OF THE DRAWINGS AND PREFERRED EMBODIMENTS

The invention is herein described in greater detail through theutilization of the accompanying drawings. By no means are these drawingsand accompanying descriptions intended to limit the scope of theinvention as the ordinarily skilled artisan within this area would fullyunderstand the breadth of the inventive device(s) herein discussed.

As alluded to above, the inventive manually operated transmissionincludes a fixed transmission assembly component that leads subsequentlyto a movable transmission assembly component, such that the fixedcomponent allows for significant torque reduction and the movablecomponent (through, for example, the utilization of an epicyclic gearconfiguration) increases torque output. This effectively provides acycle device that allows for significant torque generation for manualoperation with minimal effect on its steering capacity, thus allowingfor a significant range of stable angular movement at any speed. Aswell, being recumbent in configuration, the user will not requireundesirable lateral leg muscle movement for operation.

Thus, as discussed in greater detail below, a torque reduction geartrain is present that utilizes spur gears fixed to shafts mounted bystandard bearings within rigid, lightweight transmission housings. Theinventive transmission is neatly divided between fixed (input) stagesand movable (output) stages in order to accord the necessary torquedissipation and eventual increase. The fixed stages are suitablyattached to the subject vehicle frame and the movable (rotatable, forinstance) stages are incorporated within a fork assembly that accordssimultaneous steering and, when manually operated, driving of thevehicle front wheel. This configuration thus allows for the reduction ofany necessary compensation forces to react to a high torque effect overthe steering axis during operation, thus allowing the operator a greaterpotential for control. The low input and output power levels accordedthis overall system thus allows for commercially standard parts that donot require high-grade strength for compensatory high torque effects. Aswell, the utilization of a single transmission path for power transferallows for the utilization of a limited number of needed componentparts, thereby allowing for a cost-effective overall result that can bemaintained rather easily. A wheel hub with internal, planetary gear setsof selectable drive ratios is thus employed for interface with a movabletransmission assembly attached to a fork component while a separate,selectable gear train of multiple reduction ratios is incorporated in afixed transmission. Such a design may be possibly considered analogousto the chain drive transmission of a standard ten-speed bicycle, butwithout the necessity for such a chain system. The overall functionaccorded through the utilization of such a novel transmissionconfiguration is therefore equivalent to a normal bicycle transmission.

Again, as alluded to above, a key aspect of the invention is arelatively low torque transmitted through an interface of epicyclicgears about a steering axis. A contact force on a line of action betweena sun gear and a planet gear on a steerable portion (output side) of atransmission has two possible significant effects: it may cause rotationof a planet gear about its axis, or it may cause rotation of a planetgear about a sun gear axis, or some combination of effects. Because thesun gear is coaxial to a steering axis, the latter effect manifests asan undesirable force acting to steer a vehicle to one side, especiallywhen rotation of a driven front wheel is suddenly or unusually impairedor resisted by external forces. Greatly reducing a torque transmittedbetween a sun gear and a planet gear likewise reduces a contact forcebetween gears, and so minimizes a force potentially affecting vehiclesteering and control. Torque multiplication gearing between an outputplanet gear and a wheel axle thus restores final drive torque to adesired magnitude to overcome such potential steering difficulties, thusfurther enhancing the overall effect provided with this inventivedevice.

Thus, the inventive transmission accords surprising and beneficialcharacteristics to a recumbent cycle device, namely the ability toprovide high mechanical efficiency so the operator does not expend toomuch energy during actual operation, while permitting nearlyunrestricted steering function and a sizeable steering motion range, andlittle to no steering control effect through pedal-created torque.

With all of this provided by the inventive transmission and thus theinventive manually operated recumbent cycle device, potentiallypreferred, though not necessarily required, embodiments are furtherprovided within the drawings. FIG. 1 provides a view of an uncoveredinventive transmission 10 assembly, while FIG. 2 depicts the sameassembly but at the opposite viewpoint. A crank drive shaft 12 transmitsrotation of a pedal crank gear 14 (turned through rotational force tothe pedals 8) through a suitably disposed bevel gear 118 to anintermediate shaft 16 via two interfaced bevel gears 18, 20. Furthertorque reduction is then selectively achieved through transmission ofrotation from the intermediate shaft 16 to a second intermediate shaft22 via the utilization of a spur gear 24. Such a second intermediateshaft 22 includes an adjustable spur gear 26 that may allow for a directdrive function through the manually selected interface with the spurgear 24 on the first intermediate shaft 16. Alternatively, then, thefirst intermediate shaft 16 also may transfer power to a thirdintermediate shaft 39 via another small diameter spur gear 32 to furtherprovide reduction gear stages. An upper larger diameter spur gear 47 onthe third intermediate shaft 39 then interfaces with a spur gear 59 on afourth intermediate shaft 34. The fourth intermediate shaft 34 thenincludes a further larger diameter spur gear 57 that is available forinterface with the adjustable spur gear 26 on the second intermediateshaft 22. Such activation of the adjustable spur gear 26 in that mannercreates an overdrive function allowing for attainment for higher speeds.The fixed transmission assembly 11 thus leads pathwise through eitherdirect or overdrive alternatives to the second intermediate shaft 22that then extends downward to the lower movable transmission assembly11A where it interfaces the sun gear 38 through a spur gear 36. A finaltorque reduction occurs then at such a sun gear 38 spur gear 36interface. The sun gear 38 is positioned coaxially with a steering shaft40 and contains bearings enabling gear rotation independent of movementof the coaxial steering shaft 40 and thus permits the drive of a torquemultiplication planet gear 42 affixed to a rotating drive shaft 46 thatrotates a further spur gear 44 that interfaces with a final spur gear 49to provide final torque multiplication which, in turn, rotates a drivetransmission shaft 50 that leads to a bevel gear 52 that interfaces witha bevel hub gear 54 affixed to a drive hub 56 on the front wheel 58.

FIG. 3 shows a tricycle device 100 including a pedal crank assembly 110and an uncovered fixed transmission component 112 and movabletransmission component (12 of FIGS. 1 and 2). A steering shaft 144includes handle bars 116 to allow for steering of the front wheel 118that is connected through a fork assembly 121. The front wheel assemblyin total 105 further includes a connector plate 120 for attachment to aframe 122. A seat 124 is situation behind the front wheel assembly 105in a recumbent position. The frame 122 includes a support component 126to which opposing rear wheels 128, 130 are disposed external to the seatposition 124. In this depiction, the rear wheels 128, 130 move solely inrelation to the manual operation of the front wheel assembly 105.

FIG. 4 shows a tricycle with a cover 132 over the transmissionassemblies (112, 114 of FIG. 3, for instance). In this depiction, therear wheels 128A, 130A are connected to an electrical generator 134 toallow for automated motion without the need for manual operation or insupplement thereto.

FIG. 5 provides a view of a storage transport cycle device 200 thatincludes the same structures as in FIG. 4, above, but further includes asuitable trunk device 210 including a door 220 for transportcapabilities. FIG. 6 thus shows the same device 200 as in FIG. 5 butwith the door 220 opened for access therein the trunk 210.

FIG. 7 provides a view to the modular capabilities of the overall cycledevice 100 in that the frame 122 is disconnected from the front wheelassembly 105 which may then be reattached on another similar device (notillustrated). The same result is provided in FIG. 8 at a differentangle.

The resultant inventive device thus accords great versatility andcapability for an operator to maneuver under high torque conditions withgreat steering stability. Additionally, the potential for transportfacilitation and overall accessibility for a variety of short travelpurposes, all with not only the ability to utilize both a manual andelectrical motion protocol, but also for exercise activity, all show theunexpectedly effective results such a novel device accords a suitableuser.

The preceding examples are set forth to illustrate the principles of theinvention, and specific embodiments of operation of the invention. Theexamples are not intended to limit the scope of the method. Additionalembodiments and advantages within the scope of the claimed inventionwill be apparent to one of ordinary skill in the art.

What I claim is:
 1. A vehicle transmission that comprises a fixedtransmission assembly component that exhibits torque reduction and asubsequent movable transmission assembly component that exhibits torquemultiplication.
 2. The transmission of claim 1 wherein said transmissionallows for the reduction of torque interference with vehicle steering.3. The transmission of claim 1 wherein said transmission comprises bothdirect and overdrive capacities.
 4. The transmission of claim 1 whereinsaid movable transmission assembly includes an epicyclic gear assembly.5. A vehicle incorporating the transmission of claim
 1. 6. A vehicleincorporating the transmission of claim
 2. 7. A vehicle incorporatingthe transmission of claim
 3. 8. A vehicle incorporating the transmissionof claim
 4. 9. A recumbent cycle device including a frame, recumbentseat, a front wheel, at least one rear wheel attached to allow rotationthereof, and the transmission described in claim 1, wherein said cycleis capable of locomotion solely through a front wheel drive operation.10. A recumbent cycle device that includes a frame, a recumbent seat, afront wheel, and at least one rear wheel, wherein said device operatesmanually through a pedal crank assembly directly powering motion of saidfront wheel alone, and wherein the operation of said pedal crankassembly does not generate any appreciable torque interference with thesteering of said vehicle.
 11. The cycle of claim 10 wherein said deviceincludes a transmission that comprises a fixed transmission assemblycomponent that exhibits torque reduction and a subsequent movabletransmission assembly component that exhibits torque multiplication. 12.The cycle of claim 10 wherein said cycle includes a rear componenthaving two opposing wheels and space behind the recumbent seat for atrunk component to be placed for transport of articles therein duringmovement of said cycle.
 13. The cycle of claim 11 wherein said cycleincludes a rear component having two opposing wheels and space behindthe recumbent seat for a trunk component to be placed for transport ofarticles therein during movement of said cycle.
 14. The cycle of claim10 wherein said cycle includes two rear wheels.
 15. The cycle of claim14 wherein said cycle includes electrical power generation capacity forthe automated movement of at least one of said two rear wheels inaddition to the manual operation of said front wheel.
 16. The cycle ofclaim 15 wherein said cycle includes a trunk portion for storage andtransport capability.
 17. The cycle of claim 9 wherein said front wheelis part of a removable front wheel assembly, wherein said front wheelassembly includes said front wheel, said pedal crank assembly, and saidtransmission.
 18. The cycle of claim 9 wherein said front wheel is partof a hinged front wheel assembly, wherein said front wheel assemblyincludes said front wheel, said pedal crank assembly, and saidtransmission, wherein said hinged structure allows for manipulation ofsaid front wheel assembly around an axis while still attached to thecycle frame.
 19. The cycle of claim 10 wherein said front wheel is partof a removable front wheel assembly, wherein said front wheel assemblyincludes said front wheel, said pedal crank assembly, and saidtransmission.
 20. The cycle of claim 10 wherein said front wheel is partof a hinged front wheel assembly, wherein said front wheel assemblyincludes said front wheel, said pedal crank assembly, and saidtransmission, wherein said hinged structure allows for manipulation ofsaid front wheel assembly around an axis while still attached to thecycle frame.